Train-stopping and speed-controlling mechanism



Nov; 5, 11929. F. c. WILLIAMS 1,734,509

TRAIN STOPPING AND SPEED CONTROLLING MECHANISM Original Filed May 12, 1924 WIT/V555 HTTGfF/VEXS Patented Nov. 5, 1929 UNITE STTES ATT FFEE TRAIN-STOPPING AND SPEED-CONTROLLXNG MECHANISM Application filed May 12, 1924, Serial My invention relates to train stopping and speed controllin mechanism operating automatically and independently of any human interference whenever an engineer undertakes to pass a danger signal which is set against him and will reduce the speed of the train to a relatively low and safe speed it the engineer undertakes to pass a caution sig nal at a speed higher than said predetermined rate of speed.

A further object of my invention is to provide a train controlling mechanism which will be automatically acted upon twice before the train can enter a block in which the signal at the beginning thereof is set at danger and will automatically reduce the speed of the train to a speed of say twenty-five miles an hour upon passing the first caution signal and will reduce the speed of the train to say ten miles an hour upon passing the second caution signal.

A further object of my invention is to provide a train stopping mechanism which may be used upon a road which is not electrified; that is to say, provided with electrical circuits which require a continuous current of electricity to operate the track or field signals thus making the operation thereof very economical but absolutely safe.

A further object of my invention is to provide a series of signals (danger, caution and clear) 'in the cab which will work in unison with the field or track signals so that the engineer may have in the cab before his eyes a light burning which is in unison with the track or field ahead of him. Thus, if the signal immediately ahead of him be clear, then a green light will burn in the cab; if caution then a yellow light; and if danger then a red light.

A further object of my invention is to provide a mechanism wherein the train is automatically stopped it a switch is opened ahead of him when the train is in the block in which the switch is located.

' Further objects of my invention are to provide two caution signals or conditions for every block which enables the engineer to "proceed slowly up to a danger signal but will operate to immediately stop the train it No. 712,520. Renewed April 1, 1829.

the engineer undertakes to proceed in that block at a speed higher than a predetermined rate of speed, thus preventing the tying up of the trafiic, and to provide means for resetting the mechanism when the track is clean Further objects of my invention will appear in the specification and claims below.

In the drawing forming a part of this specification is illustrated diagrammatically the mechanism or apparatus carried by the train,two complete blocks of track and two partial blocks and three complete sets of track or field signals in the positions in which they would be with a train in the partial block farthest to the right.

Carried by the locomotive is a compressed air tank 1 which is connected by a pipe 2, having in it a check or reducing valve 3 to the top of the electromagnetic train stop valve 4e having a chamber 5 containing an upper valve 6 and a lower valve 7 controlled by an armature 8 of an electromagnet 9 on the bottom thereof. The pipe 2 communicates with the chamber 5 above the valve 6 and below the valve 6 is a pipe 10 communicating with an electromagnetic speed controlling valve 11 containing a chamber 12 in which is an upper valve 13 and a lower valve 14, both operated by an armature 15 of the electromagnet 16. lhe pipe 10 communicates with the chamber 12 above the valve 13, and below the valve 13 and the chamber is tapped by a pipe 17 which leads to the bottom of a cylinder 18 having a plunger 19 which carries a valve 20 for the train pipe 21. The train pipe 21 communicates with a chamber 22 above the valve 20 and from below the valve 20 a pipe 23 leads to a cylinder 24 containing a piston 25 which is attached to the throttle 26. cylinder 24 may be provided with a series of air exit passages 27. The mechanism so far described is very similar to that shown and described in my Letters Patent oi the United States No. 1,435,775, dated November 11, 1922, and its operation may be briefly described as 95 follows:

' W hen the train is running at a high speed, which for convenience we will term more than twenty-five miles an hour, and the track is clear the apparatus will be in the positions n00 The shown. The compressed air from the tank 1 passing through the pipe 2, chamber 5, pipe 10, chamber 12, pipe 17 to cylinder 18 will hold the plunger plston 19 in its upper position with the valve on its seat, thus preventing air from discharging out of the train pipe 21.

When an engineer undertakes to. pass the ii st caution signal at a speed higher than twenty-five miles an hour, the armature 15 of the train controlling valve 11 will fall. This brings the valve 13 down on its seat and moves the valve 14 from oil its seat. Air from the tank 1 is. thus shut oil from the pipe 17 and the air in the cylinder 18 and pipe l7 flows back through the valve 14 and pipe through the vent 28. The compressed air in the train pipe 21 now forces the valve 20 off its seat and passing through the pipe 23 moves the piston 25 to the right closing the throttle and when the piston 25. passes the ports 27 air is discharged out of the train pipe 21. This reduction oi air pressure in the train pipe applies the brakes in the usual manner. After the train has been brought tow the said speed of twenty-five miles an hour, the armature 15 is drawn up automatically closing the valve 14 and opening the valve 13 and the compressed air from the tank will now move the piston 19- to its uppermost position closing the valve 20. When the engineer passes a second caution signal the armature 15 again drops and the same operation is repeated until the speed of the I train is brought down to say ten miles an hour, whereupon the armature 15 is again reset. If an engineer undertakes to pass a danger signal, the magnet 9 of the train stop valve 4 is deenergized and the armature 8 thereof falls out of the normal field of the magnet 9. The dropping of the armature 8 closes the valve 6 and this valve will ther fore remain closed. This train stopping valve 4 is preferably inaccessible from the cab so that the engineer will have to get out of his cab and manually lift the armature 8 to bring it into the field of the electro magnet 9 to open the valve 5. After stopping the train etting out of the cab and ii ft-,

ing the armat ii re 8 so that it is held up by the electromagnet 9, the engineer may pro= c'eed at a very slow speed say not above ten miles an hour, and it he undertakes to exceed that speed the armature 8 will again {all and stop the train.

Just how these operations of the train stopping valve 4 and train speed controlling valve 11 are effected will be described below. lt is to be understood that when the valve 6 falls to closed position and the valve 7 falls to open position, air from the cylinder 18 passes through pipe 17, chamber 12, pipe 10, chamber 5 past valve 7 to the atmosphere through the vent or opening 29.

A 89 carrie by th locomotive is a speed indicating device 30. This speed indicating device is of well known construction and a detailed description thereof is unnecessary it being suiiicient to state that the generator 31 is driven by a series of gears 32 geared to a wheel of the train or locomotive. The amount of electricity generated thereby varies with the speed of the train. This variable current is conducted by leads 33 to the speed indicating device where it is operative to swing a pointer 34 to different positions to inc icate the speed of the train.

I have provided the pointer 84 with three arms, 35, 36 and 3.7, the last of which is insulated by insulating 38 from the main portion of the pointer 34. The arm sweeps over three metallic segments 3.9., 40 and 41, insulated from each other. The segment 39 is the segment in contact with the arm at high speeds, say above twenty-live miles an hour. The segment 40 is engaged by the arm at speeds between say ten and twenty-five and the segment 41 is engaged by the arm 35 at speeds of ten or lower.

Also carried by the speed indicating device is a metallic segment 42 with which the arm 37 contacts at the higher speeds. 011 the speed indicating device is another contact 43 with which the arm 36 contacts at low speeds. Also carried by the train is an electromagnet or relay 44 whiclnifor convenience, will be termed a five-point relay because it operates five switches or armatures 45, 46, 47, 48, 49. These armatures are all lifted to their uppermost position simultaneously by the energization of the magnet or coil 44 and simultaneously drop to. their lower positions when the coil 44 is deenergized. Also carried by the train is a twoepoint relay or coil 5%) having twov armatures 51 and 52 simultaneously operated together. VVhenthe coil is energized, the armatures 51 and 52 are lifted to their upper positions and when the coil 50 is deenergized theysimultaneously fall to their lowermost positions. Also carried by the train is a two-point relay or coil 53. lVhen the coil 58 is energized it lifts the two armatures 54 and 55 to their upper positions and when deenergizechthe armatures 54 and 55 drop to their lowermost positions. Mounted beneath and adjacent to the armature 46 is a platen 56 adapted to be continuously slowly rotated by clockwork and the armature 46 is operated with a recording point 56 to make a record on a piece of paper carried by the platen 56. By means of this mechanism a permanent record is made of every time the five-point relay falls or is deenergized. Also adjacent the platen 56 is a coil 57 operative to draw, when energized, the armature 58 downwardly against the tension of a spring 59 to bring a recon ing point 60 in contact with the paper carried by the platen 56. This coil 57 is normally deenergized, but it is energized whenever the armature 8 of the train stopping valve 4 falls. In this way a record is made of every automatic stop effected by the mechanism.

In the cab is a red light 61, a yellow light 62 and a green light 63 and a battery 64 for the same. Attached to the armature 8 of the train stopping valve 4 but insulated therefrom by insulation 65 is a circuit closing contact 66 adapted to close a circuit as will be later described, upon the falling of th armature 8. more batteries, 67 and 68. Preferably, the battery 68 is mounted on. the true (8 of the tender of the locomotive or close to the trucks, while the battery 6'? may be mounted in any convenient place on the engine or locomotive. The battery 67 is the one which primarily supplies the current to the electromagnet 16 of the train controlling valve 11, and the battery 68 primarily is used to energize the coil 9 of the train stopping valve 4. although they are also adapted to operate other parts of the mechanism as will be referred to below. lVhen the train is running at a relatively high speed, say above twenty-five miles an hour, the finger 35 is in contact with the segment 39 and a circuit is closed from segment 39 through wire 69 to armature 46. wire 70, wire 71, coil 16, wire 72, battery 67, wire 73 and wire 74 to pointer 34 and arm 35. In this way the coil 16 is energized and the armature 15 is held up. The armature 8 of the train stopping valve 4 is also held up by a current from battery 68 as follows: Battery 68. wire 75, wire 76 to coil 9 and thence by Wire 77 to earth or ground 7 8 (grounded to locomotive). The other side of the battery 68 is connected by wire 79 to an. insulated journal box 80 of the locomotive 81. The journal box 80 is insulated from the rest of the locomotive and the trucks 82 on one side of the train are insulated from the trucks 83 on the other side of the locomotive so that the circuit from wire '4' 9 is completed through journal box 80, wheels 82, track 84 and through the other wheels of the locomotive back to the ground on the locomotive. The rails 84 and 85 are divided up into blocks as will be referred to below. This circuit from battery 68 then under these conditions holds the magnet 9 energized and the armature 8 in its elevated position.

Under these same conditions there also a circuit comprising two cells of battery 67, wire 86, wire 87 to coil 50 thence by wires 88 and 89 to armature 48, thence by wire 90 and wire 73 to battery 67. This circuit holds then the coil 50 energized. The coil 50 is also energized by a circuit from battery 67, Wire 86, wire 87, wire 88, wire 91 to segment 42 and thence through contact or arm 37, wire 92, wire 74 and 73 back to battery 67. There are two circuits then from battery 6'? holding the coil 50 energized.

Also carried by the train are two The coil 44 of the five-point relay is also energized from battery 68 by the wires 75 and 93 through resistance 94, wire 95 to coil 44 thence by wire 96 to earth 9?. The circuit is completed from ground through the wire 79 back to battery 68.

Under these conditions the green light 63 is maintained burning in the cab to show to the engineer that the track is clear. This circuit through the light 63 is as follows: Battery 64. wire 98, wire 99, wire 100 to lamp 63, thence by wires 101 through armature 45 and by wire 102 and wire 103 back to battery 64.

Now if an engineer were to pass a cantion signal, the five-point relay 44 will drop. The track circuits causing this operation will be explained below.

The falling of the armature 45 will break the circuit through wire 101 to the green light and will close a circuit through the yellow light as follows: battery 64, Wire 103, wire 102-. armatiu'e 45, wire 104 to armature 55, thence by wire 105 to yellow light 62 and by wire 106, wire 99 and 98 back to battery. The falling of armature 46 breaks the cir cuit, including wire and 71 and the coil 16, thus permitting the armature 15 to fall and this action immediately causes an application of the brakes as above described. Also the recorder 56 will make a record of the falling of the armature and the consequent passing of a caution signal by the engineer at higher than a predetermined rate of speed of say twenty-five miles an hour. The falling of the armature 4'? will close a circuit from two cells of battery 68 through wire 10?, armature 47, wire 108, coil 50 and wire 109 to ground 110 on the locomotive and that holds the armatures 51 and 52 in elevated position. As the speed of the train decreases the arms 35 on the speed indicator will move anticlockwise and into con tact with the intermediate plate 40. Simultaneously, the arm 37 of the speed indicator will move out of contact with the contact plate and the circuit through wires 92, 7 4, 73, two cells of battery 67, wire 86, coil 50, wire 88, wire 99 to contact plate 42 will be broken. The coil 50 is kept energized by the battery 68. The falling of the ELTDIELtHI'G 48 breaks the circuit, comprising two cells of battery 67, wire 86, wire 87, coil 50, wire 88, wire 89, armature 48. wire 90, wire 73 back to battery 67. The falling of armature 49 breaks a shunt circuit around the armature 51 of relay 50, said shunt circuit con'iprising a wire 111 from the upper contact point of armature 49 to the upper contact point of armature 51 on the one side and wire 112 from the pivot of armature 49 and wire 113 to pivot of armature 51.

But when the contact finger 35 engages segment 40 the following circuit is established: battery 67, wire 73, wire 74 to indicator finger 34, arm 35, contact plate 40, wire 114 to upper contact point of armature 51 through armature51, wire 113, wire 115 and wire 116 and wire 71 to coil16 of regulating valve 11 and through said coil by wire 72 back to battery 67. As soon then as the speed of the train decreases to below the predetermined speed of say twenty-live miles an hour, the circuit through the coil 16 is reestablished v and the armature is elevated thus releassystem below.

'Upon the falling of the armature 51, the circuit just described, to wit, segment 40, wire 114, armature 51, wire 113, wire 115, wire 116 coil 16, wire 72, battery 67, wire 73, wire 74 and arm 35 back to segment 40, is broken and causes the armature 15 of the speed controlling valve 11 to fall and again apply the brakes. The falling of the armature 52 of the relay closes a break in the wire 117 leading from contact point 43 of the speed indicator to lower contact point of armature 52 and thence through wire 118 to relay 53 and thence by wire 119 and wire 86 to battery 67 and from there by wire 7 3, wire 74 to to arm 36 so that when the train speed has reduced to say ten miles an hour, said circuit is closed, the coil 53 is energized lifting the armatures 54 and 55 of coil or relay 53, thus breaking the circuit to the yellow light 62 through wire 105 and establishing a circuit through the red light as follows: Battery 64, wire 98, wire 120, red light 61, wire 121, wire 122 to upper contact point of armature 54 and thence through armature 54 and wire 123, wire 102, wire 103 back to battery 64. This, of course, indicates that the neXt track signal is the danger signal. \Vhen finger 35 reaches and lies in contact with the segment 41, a circuit comprising segment 41, wire 124, wire 116, wire 71, coil 16, wire 72, battery 67, wire 73, wire 74, back to arm 35 and segment 41 is completed, thus again energizing the magnet 16, lifting the armature 15 and releasing the brakes permitting the engineer to proceed at a speed of ten miles an hour. If the engineer undertakes to speed up above this predetermined low speed of ten miles an hour, this circuit is broken by the arm 35 moving off of the segment 41 and the magnet 16 is deenergized. Simultaneously the magnet 53 will become deenergized. It is to be noted that't-he current from battery 6.8 to coil 50 is a relatively weak one (2 cells) so that when the magnet 50 is being energized weave by that alone and the circuit is broken or weakened for any reason so that the armature 51 falls, it falls outside of the field ofthe magnet 50 and cannot be lifted again by the two cells of battery 68.

It is also to be noted that the current from the battery 68 which energizes the coil 44 is not strong enough, of itself due to the resistance 94 to lift the five armatures operated thereby so that when the armatures 45, 46, 47, 48 and 49 have once fallen they stay in the lowermost position until a track battery is put in series with battery 68, whereuponthe two batteries, to wit, the battery 68 plus the field battery will be strong enough to lift the five-point armatures of coil 44. Let it be un derstood that this putting of the battery 68, in series with a track battery can only occur when the signal of the block is clear or when the system is provided with an overlap. This will, however, be referred to again be low. The other and last operation is when a danger signal is passed by the engineer at any speed that he may be able to move under. When this occurs, theci'rcuit from battery 68 is completely broken inthe track circuit (at armature 140) so that current therefrom through wires-7 5 and 76 is insufiicient to hold up the armature 8 whereupon the armature 8 falls, the valve 5 closes and the valve 7 opens applying the brakes to the train to bring it to a stop. The falling of armature 8 closes a circuit as follows: Contact piece 67 carried by armature 8, wire 125, wire 121, red light 61, wire 120, wire 98, battery 64, wire 126 to coil 57 and then by wire 127 back to conta ct piece 66. This lights. the red light 61 and energizes the coil 57 which draws the armature 58 downwardly against the tension of the spring 59 causing the marker 60 to record the stop on the paper carried by the platen 5,5. The armature 8 having fallenout of the field of the magnet 9 must be lifted manually before it will remain in its upward position and, as above stated, it is preferably so located on the locomotive that the en gineer must stop his train and get out of his cab and alight and walk on the ground to where the magnet is located, thus insuring and preventing any tampering with the magnet to keep it in such a position as to allow the train to proceed. V 7

Having now described the mechanisms and circuits carried by the train, the track circuits and signals will now be described.

As shown on the drawings the two rails 84 and 85 are divided into blocks. Beginning at the left, a portion A-B of a block is shown, the insulation 128-128 separating that block from the next block B, G which in turn is separated by insulation 129 129 from the next block GD wherein insulation 130- 130 separates that from the portion D E of the block next ahead." The blocks B-Q a d (3- -1) are complete and a train is represented as having ust entered the block DE. A short distance from the end of each block is a short rail section 131 connected by a wire 132 to a track battery 133 and a resistance 134. The other side of the battery 133 i connected by wire 135 tothe upper contact point oi an armature 136 and the other end of the resistance 134 is connected by a wire 137 to the lower contact point of the armature 136. This armature 136 is one of the armatures 01' a two-point relay having a coil 138 and will be referred to again below. From armature 136, a wire 139 leads to an armature140. This armature 140 is one of the armatures of a two-point relay, the actuating coil 141 of which, and its energization and deenergization, will be reterredto again below. From armature 140, a wire 142 leads to a bond wire 143 connecting the rail 84 on either side of the short insulated section 131.

Preferably, each block is broken in the middle by insulation 144 and two track batteries 145 and 146 are preferably connected respectively to the opposite rails at or near this break.

Near the end of each block is a magnet or relay or coil 147 connected by wires 148 and 149 respectively with the opposite rails so that when there is no tram in the block current from battery 146 flowing through the rails, the bond wire 143 and the wires 148 and 149 will energize the 0011 147 to keep its armature 150 in its uppermost position.

Similarly, at the beginning o1 each block there is a coil or relay 141 connected by wires 151 and 152 with the opposite rails of the block so that current from battery 145 in the block and passing through the rails will maintain the coil 141 energized and its armatures 140 and 153, but when the battery 145 is shortcircuited by a train it is deenergized.

Somewhere near the middle oi each block 1 provide the rail 84 with another short insulated rail section 154 from which a wire 155 runs to an upper contact point of an armature 156 actuated by a coil 157 to be rei'erred to again below and from wire 155 another wire 158 runs to a resistance 159 and thence to the lower contact point or the armature 156. The pivot of the armature 156 is connected by wire 160 with a bond 161 around the short insulated rail section 154.

Along the track are the signal controlling wires for convenience and frequently referred to as the southbound home line 162, the southbound distance line 163 and the common line 164.

Assuming now a train to have just entered the block D-E as shown in the drawing, the wheels of the train will shortcircuit the current supplied to the magnet 141 from the rails and to the rails from a battery 145 (to the right and not shown) of block DE with the result that the coil 141 is deenergized. This coil 141 is a two-point relay having two armatures, viz, the armature 140 above described and the armature 153 in the southbound home wire 162. When the coil 141 is thus deenergized, the armatures 153 and 140 will fall. The falling of armature 153 breaks the southbound home wire 162 which includes the coil 165, wire 166 and the battery 167, the other side of which is attached to the common wire 164. The coil 165 is thus de-energized and the two armatures 168 and 169 of relay 165 fall to their lowermost positions. The falling of armature 169 closes a circuit from battery 176 through wire 171, wire 172, red light 17 3, wire 174, back to armature 169. Thus at the home station or at the beginning 01' the block just entered by the train a red or danger track signal is shown. The falling of armature 168 breaks a circuit leading from common wire 164, by wire 175, armature 168, upper contact of armature 168, southbound distance wire 163 connected thereto to and including relay 157, midway of the block C-D and also including coil 176 oi the signal at the southbound distance station, i. e., at the beginning of the block CD just cleared. Said circuit also includes wire 177, battery 167, the other side of which is connected to common wire 164. The coil 176 being thus deenergized permits its armature 178 to fall, closing a circuit through armature 17 8, wire 179, armature 169, battery 170, wire 171, wire 180, yellow or caution track signal 181, and wire 182 back to armature 178 at the said southbound distant station between block BC and CD.

The falling of armature 168 and the consequent breaking of the circuit through coil 157 also causes said coil 157 to become deenergized and its armature 156 falls to the lower contact point throwing resistance 159 into series with the short insulated railsection 154 substantially midway between the ends of the block CD. It may here be noted that as soon as a train enters a given block, it short-circuits a battery 145, thus deenergizing a coil 141, the armature 140 of which tails, and that when the train passes the middle of the block and permits this battery 145 to energize the coil 141 and close the circuit in the southbound home wire 162 through said armature 153, it simultaneously shortcircuits battery 146, supplying current to the second half of the block and, deenergizing coil 147, causes the armature 150 also in the. southbound home wire to fall, thus keeping the southbound home circuit broken, and the red light 173 burning at the beginning of or entrance to the bl0ck. so long as the train is in that block.

Having now described the circuits carried stopping and speed controlling mechanism can now be explained.

Assuming a train or a locomotive 81 to have just entered the block D-E and supposing a second locomotive, equipped with like trainapparatus to be about to enter bock CD at a speed higher than twentyfive miles an hour, then the electric circuits and apparatus carried by the second locomotive will be in the relative positions and condition shown in the upper half of the sheet of drawings. The caution signal 181 at the beginning of block CD (the yellow light will be lighted). The armature 136 of coil Y 176 will be down and the resistance 134 will be connected to short section 131 of the read. As soon then as the insulated journal box 80 andwheels 82 are on the short section of track 131 at the 'end of block BC, the circuit through the five-point relay 44 carried by the train will be greatly reduced, that is to say, the circuit on the second locomotive will now be completed from its battery 68 through wire 7 9 to its truck 80 and wheels 82 to said insulated rail section 131 to wire 132 to resistance 134 toarmature 136 to wire 139 to armature 140 to wire 142 and bond 143 to the track or ground, and from ground 87, wire 96, coil 44, wire 95, resistance 94, wire 93 and wire 75 back to battery 68. In other words, in passing over this short rail section 131, a track-resistance 134 is momentarily introduced into the circuit including battery 68 and coil 44, to deenergi'ze the five-point relay and cause the five armatures thereof to fall as the insulated truck wheels traverse the first caution point at the beginn ng of the block. The armatures of the five-point relay 44 having 'th'usfalle'n, the brakes will be applied, as heretofore explained, by breaklng the current to coil 16 of the valve 11, by the falling of armature 46 until the train is brought down to say twenty-five nnles an hour, and the circuit re-energizing the magnet 16 is reestablished through the arm and segment of the speed indicating device 30. If, however, when the engineer does pass the said lighted caution signal 181 and over the said rail section 131 at the proper speed of not over twenty-five miles per hour, the train speed will not be reduced, notwithstanding the falling of armature 46 because the circuit thereto through arm 35 and segment 40, wire 114, armature 51, wire 113, wire 115, wire 116, coil 16, wire 72, battery 67, wire 73, wire 74, will be closed and the armature l5 prevented from falling. The en gineer may now proceed at twenty-five miles an hour until he reaches the second precautionary insulated short-rail section 154, heretofore described as substantially midway of the block C-D. It is to be noted, however, that at this time the relay is now being helden-- ergized by current supplied from two cells of battery 68 through the armature 47 which mess-6t is now in engagementwith the contact coin v nected by wire 108 with the coil 50. When, 7

nected with short-rail section 154. This deenergizes the coil 50 allowing the armature 51 to fall from its upper contact'point break= ing the circuit to the magnet 16 which again applies the brakes until the speed of the train shall have been reduced to say ten miles an hour. So if now the engineer proceeds until the trucks enter short-rail's'ection 131at the end of block CD, the circuit from battery 68 through the'trucks and to the rail will be broken because the armature 140 is now down. This breaks completely the circuit leading from battery 68, wire 7 6 to coil 9 of train stopping valve 4 and as has been above described, the armature 8 will fall and'the brakes will be applied to stop the train through the operation of valve 4. Nor can the armature 8 of this valve be reset until the engineer gets out'of his cab and manually lifts it up into the field of the magnet 9. 1

From the foregoing it will beseen-that after each block there will be two caution signals and thatan engineer may not pass those two caution signals controlled respectively by the short-rail sections 131 and 154 without bringing his train down to controllable speeds, that is to say, that ifthe engineer does not pass or go over these sections at the prescribed speeds, the train-speedcontrolling device will automatically operate to reduce the speed to the required predetermined rate.

It will thus be seen'that whenever a signal is at danger or caution the track circuit through the batteries 133 will always be rue broken either by the armature 136 or by the armature 140 but that when the track is clear ahead, the circuits will be as they are shown at the left hand side of the sheet in block AB and battery 133 instead of r sistance 134 will be in series with the short section 131 so that when the wheels of "the track of the train are in a small section 131 and the track ahead is clear, then battery 68 will be in series with battery 133 "andthe combined force of these batteries will be suiticient to lift (if they have fallen) thearinatures of the five-point relay 4 4. Thus it" is that after the train speed has been reduced by the falling of the armatures of the fivepoint relay 44 it cannot be reset again until the block ahead is clear andthe wheels "82 shall have passed over a short-rail'section 131 to permit the'combinedbatteries68 and 133'to energize the coil44 to lift'the five armatures.

vIn block BC is illustrated diagrammatically a switch 183 and in this system Ihjave provided means whereby if a switch wer'eto be opened while a train is in the block and approaching the switch the train will be automatically stopped. The switch 183 is arranged in any suitable manner to control an electric switch or circuit closer'184t in a switch wire circuit comprising circuit closer 184,

switch wire 185, coil 186 therein, wire 18?, a part of battery 167, connected to common 16 1 and back by common 16 1 and wire 188 to circuit closer 184. The armature 189 of coil 186'is connected by wire 190 with a short inand to resistance 159 which is connected with the lower contact point of armature 156. 1V hen, therefore, the armature 189 falls by reason of the opening of the circuit closer 18 1 by the throwing of the switch 183, the circuit from train battery 68 will be broken when the trucks passing over the short-rail section 15 1 to actuate the train stopping valve 4- irrespective of the position of armature 156, and the coil 9 of the train stopping valve 4 will be deenergized to bring the train to a full stop. From the foregoing it will be seen that I have merely utilized such a short insulated rail-section154 as is shown in block B-C to cooperate with a switch to stop the train when the switch is open and an approaching train is in the block by breaking the equivalent of the wire 155 shown in block CD, or, in other words, by merely breaking the electrical connection between a bond wire 161 and a short insulated rail-section 15 1. It, therefore, the second caution rail-section of a block be not located so as to be available for cooperation with a switch it is merely necessary to insert another short in sulated rail-section 15% at an appropriate place in advance of the switch and connect one wire 190 thereto and the other wire 191 to the. bond 161 thereof, with the armature 189 of a coil 186 connected to said wires 190 and 191.

The beginning of the spur track 192 leading from the switch 183 should be provided with an insulated block section FG which in reality forms but a part of block BC. The spur track 192 is provided with insulated blocks 193 at the beginning or the spur adjacent the switch 183 and with insulation 191 located at a position where a train on the spur will be clear of the main rails 84:, 85. The rail 195 will be in electrical-contact with rail 85 at the frog 196 and the other rail 197 should be connected by a wire 198 to the rail 84. Thus, whenever the switch 183 is opened or a train is on the spur in a position close to the rails 8 1, 85, the train signal and stopping mechanism will be operative to stop a train approaching in block BC because the spur block F-G is now made a part of block BC.

There is one further adaptation of my improved train control system which I wish to make plain, namely, that at any suitable point, such for instance, as an approach to a sharp curve or to a dangerous crossing, a short insulated rail-section, with a resistance in circuit therewith, similar to rail-section 154, may be inserted to prr'ivide for the auto matic reduction of the speed of the train to a predetermined and safe speed at that point 192. To illustrate this, I have shown, in the spur track a short insulated rail-section 199 connected by wire 200 to resistance 201, the other end of which is connected by a wire 202 to a bond wire 203 around the short insulated rail section 199. When new the truck wheels 82 move over such a short in sulated rail-section 199, resistance 201 is put into series with the train battery 68 as above described, weakening the current from battery 68 suhiciently to cause the armatures oi live-point relay 4A to fall and set in operation the speed reducing valve 11 carried by the train.

1 have placed adjacentthe beginning of a block and at the middle of each block, a diagrammatic semaphore 204 to indicate at once to the eye just what is the condition of the block. These semaphores may be operated in conjunction with the light signals in any well known way. As a matter of fact, there need be no semaphore, or light at the second caution section and for that reason we have indicated the semaphores shown there in the drawing in such position merely in dotted lines to indicate the condition of the track at such point.

It is to be noted that there need be no clear or green track signals employed in this system. lVhen there is a yellow track light ahead or the position of the semaphore indicates caution or a red track light ahead or the position of the semaphore indicates danger the train must be under the control of the engineer. When there is no track light ahead the track is clear, but when there is a visible signal ahead the track is not clear. But in my system I have provided three lights in the cab, the red, the yellow and the green, and these lights in the cab flash simultaneously with and in accordance with track conditions. Therefore, if the engineer sees no signal ahead he may rest assured he has not overlooked a caution signal so long as the green light is lighted in the cab; when he enters a block against a caution signal or against a red signal, the light in the cab will show correspondingly red or yellow.

It is also to be noted that this train controlling system gives the engineer full flexibility to operate his train as he will who the track is clear. He may reduce his speed to any desired point or even stop without operating or actuating the train controlling system so lon as the track is clear or so long as he is running in accordance with track conditions. When, however, the speed of the train has been reduced by automaticoperation of the train controlling mechanism, and

jthen until the block ahead is clear he may referred to below. i

In the foregoing I have described the systern as not including or comprising any provision for an overlap. hus the blocks D- -E and CD are so interconnected and arranged in my train control system that it a train enters block CD when the signal 204 at D is set to danger position (e. g., the block DE being occupied by a train), the train entering the block CD and passing the signal 204 cannot, after having been brought down to a speed of 25 miles an hour, increase that speed until it passes a clear signal, that is to say, until it enters a clear block. This might result in dragging the train in block CD when a train in block DE clears block ill-E shortly after the following train enters block CD. lhe train say in blockCD would have to run at a reduced speed until it enters a clear block.

To obivate or overcome this dragging of the second train when the block ahead of it is cleared after the train enters block CD, I may provide an overlap such as I have illustrated in block BC. For convenience and simplicity, I have shown this overlap arrangement only in one block; that is to say, in block B C, but it is to be understood that my invention contemplates the installation thereof in any or every block which is a long block and in which the traffic is normally uncongested.

To this end I provide the coil or relay 141 at C with a third armature 207 which is located in the southbound home wire 162 and is arranged to hold the circuit in wire 162 closed when the said coil 141 is energized and to break the circuit by armature 207 when the coil 141 is deenergized.

In the block B-C, as for example, adjacent the short insulated rail-section 154 in block B-C, I provide a second short insulated rail-section 208 making the bond wire 161. include or enclose or surround both shortrail-sections 154 and 208.

From the short rail-section 208v a wire209 is connected to a track or field battery 210 and thence a wire 211 leads to an-upper contact point of an armature 212 of a relay or coil 213 in the southbound home wire 162 of block B-G. The wire 214 leads from the battery of the armature 212 back to the bond wire 161. It will now be seen that as soon as thetrain in block CD passes the insulation 144 substantially half way of the bloelz CD, the coil 141 at'C Will become energized and the circuit in the southbound home wire 162 will be closed thro'ughthe armature 207 and the coil 213 willbe energized drawing up armature 212 and putting the track battery 210 into series wit-h the short-rail-section 208 with the result (that when the wheels 82 0f the train contact with the short-rail-seetion 208, battery 68 carried by the trainywill be in series withtra'ck battery '210 and the 00111- bined batteries are strong enough to cause the coil 44 of the five-point relay carried vby the train to lift the five armatures 45, 46, 47-, 48 and 49; that is to say, reset the five-point relay. It the train in block CD is in that part of the block between G and the, insulation 144 in the middle of theblockC-D,then the coils at 147 at C will be deenergized and the armature 150 thereof will break the southbound home wire 162 and the coil 165.1211; C will be deenergized, the armature 169 there of falling to close the circuit through the red light 173 and the armature168 thereof falling to break the southbound distaneewire 163, deenergizing coil 157 in block :B-O and allowing its armature 156t0:fal1.putting resistance 159 into'series with fi Sl1OIt-Iall:-SQC tion 154 adjacent'the short-rail-section 208. so that the five-pointrelay will be again ideenergized as soon as the wheels 82 contact with the short-rail-section154to prevent the train from proceedingwfaster than at the .me diumspeed of'say 25-miles an hour.

If, however, the first ttrain clears block CDby entering block ID-E before the following train reach'esthe short-rail-sect-ion 208 in block BC, then the coils 147 and 141 at C and the coil 147 at D will all be energized holding up respectively the armature 150-1at C, the armatures 207 and 153 at (land the armature 150 at D. Thus the southbound home circuit 162 torblockB-{l will-be closed,

the coil 157 therein will be energized, the

armature 156 will beraised to cut resistance to 159 out o fthe-train circuit when the wheels pass thereover with the result that the fi'vepoint relay carried by thesecond train will not be deenergized, thus permitting the engineer of the second train to speed up "before reaching the clear-block.

In thecase the first train actuallydoes-elear block DE before the second train reaches the short-rail-section 131 near the end o'fblock B-C, then neither a red nora yellowsignal will show at the signal at C (thus indicating a clear track) and the train may bepermitted I to enter the block CDat a high speed, having gained that speed between the short-railsection 208 and the-end of the block,

Attention-is called to thefact that ordinary batteriesmay be used along the track for the operation of the track orpfield signalsher'etofore described, because the "field light batteries 170 are only required to supply current while a train is passing through two blocks and because the track batteries 133 are only required to supply current while a train is passing over the short insulated track-section 131 and the track ahead is clear. The signal batteries 16? are not subjected to heavy duty, and may be the ordinary wet batteries ordinarily employed for that pur pose.

The train batteries 67, 68 may be either dry cells or stora e batteries.

instead of using the insulated truck 80 to connect the battery 68 with the track, I may employ a shoe 206 insulated from the train and connected to the wire 79 running to a train battery 68 in the same way that the journal box 80 is connected to the train battery 68.

\Vhile I have descri ed this system as particularly adaptable to a road which is not electrified, it may be used on electric roads with substantially no change except that a third rail would be provided like the rail 84, to provide the propulsion current, the train battery 68 would be eliminated and both track rails would be divided into insulate-d blocks in the same way that rail 85 is now divided into blocks. The shoe 205 would ride on the third rail.

in the foregoing description of my invention I have referred to a speed of twenty-live miles and upward the high speed; the speed of from ten to twenty-five miles as an intermediate speed; and the speed of not above ten miles an hour as the low speed at which my speed responsive train controlling and stopping system is to be applied, but it is, of course, to be understood that these indications oi speed are merely by way of example and the device may be constructed and arranged to operate in the manner above described at any three predetermined speeds without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim and desire to protect by Letters Patent oi the United States is:

1. In a train speed controlling apparatus, the combination with an air brake system comprising a train pipe, an electromagnetic stop valve and an electromagnetic speed reducing valve, both of said valves being inoperative when energized and operative when d e-energized to apply the brakes and a battery carried by the train, one side of which is connected to said stop valve and thence to ground and the other side of which is connected to a rail of the track, of a track signal system operative to automatically display a danger signal at the beginning of a block occupied by a train and a ca tion at the beginning of the block last cleared by the train, a short insulated rail-section near the end of each block, an electrical connection having two branches from said shortrail to ground, aresistance in one of said branches and a wayside battery in the other of said branches, means to automatically break the circuit through both of said branches by said signal system when the signal of the block next in advance is set to danger, and means controlled by said signal system to close circuit from said short-rail section to earth through aid resist nee and to out said wayside battery out oi? said circuit when the said signal. is set to caution and to throw said wayside battery into and said resistance out of circuit with said short-railsection when neither said danger nor caution signal is displayed.

2. In a train speed controlling apparatus, the combination with an air brake system comprising a train pipe, an electromagnetic stop valve and an electromagnetic speed reducing valve, both of said valves being inoperative when energized and operative when deenergized to apply the irakes and a battery carried by the train, one side of which connected to said stop valve and thence to ground and the other side of which is connected to a rail of the track, of a track signal system operative to automatically display a danger signal at the beginning of the block occupied by a train and a caution nal at the beginning of the block last cleared by the train, a short insulated railsection near the end of each block, an electrical connection having two branches from said short-rail. to ground, a resistance in one of said branches and a wayside battery in the other 01" said branches, means to automatically break the circuit through both of said branches by said signal system when the signal of the block next in advance is set to danger, means controlled by said signal system to close a circuit from said short-railsection to earth through. said resistance and to out said wayside battery out of said circuit when the said signal is set to caution and to throw said wayside battery into and said resistance out of circuit with said short-rail section when neither said danger nor cau tion signal is displayed, a second short insulated railsection substantially midway of each block, an electrical connection having two branches from said shorta'ail-section to earth one of said branches being direct to earth without resistance and the other of said branches having a resistance therein, and means automatically operated by said signal system to close the circuit from said second short-rail-section to earth through said resistance when the signal at the end of said block is set to danger and to cut out said resistance and to close said circuit through the other branch connection from said shortrail-section when said danger signal at the end of said block is not displayed.

3. In a train speed controlling apparatus, the combination of an air brake system com prising a train pipe and with a track signal system operative to automatically display a dangei signal at the beginning of a block occupied by a train and a caution signal at the beginning oi the block last cleared by said train, of a speed controlling valve and a train stopping valve carried by the n, inoperative when deenergizcd to reduce the pressure in said train pipe to apply the brakes, a battery carried by the train, a relay carried by the train and normally operative when energized to hold said speed controlling valve energized and when weakened operative to deenergize saidfspeed controlling valve, electrical circuits from said battery through said train stopping valve and through said relay, automatic means to momentarily throw resistance into said circuit of said battery carried by the train when the train passes a caution signal to deenergize said relay and to subsequently momentarily throw a second resistance into said circuit substantially midway of said block when the signal at the end of said block is set to danger to deenergize said speed controlling valve when th train is moving faster than danger speed, and means to automatically break said circuit of said train battery and said train stopping valve when the t "ain passes a danger signal,

i. In a train speed controlling apparatus, the combination with an air brake system, a battery carried by the train, an electrical circuit of said battery, a relay carried by the train and in said circuit and with a track sig' nal system operative to automatically display a danger signal at the beginning of the block occupied by a train and a caution si at the beginning of a blocklast cleared by said train, automatic means to momentarily throw resistance into the circuit of said battery when the train a caution" signal, means to subsequently momentarily throw a second resistance into said battery substantially midway of block when the signal at the end of said block is set to danger, means carried by" the train and opera tive to automatically reduce the speed of the train to caution speed when said first resistance is thrown into said battery circuit and the train is traveling at a speed higher than caution speed. and operative to reduce the speed of the train to dangei speed when the second resistance is thrown into said circuit and the train traveling at a spec-d faster than danger speed, and means to automatically stop the train when said circuit of said battery broken.

5. In a train speed controlling apparatus, the combination with an air brake system, an electron'iagnetic stop valve and an electromagnetic speed reducing valve, both valves being inoperative when energized and opera tive when deenergized to apply the brakes and with a track signal system operative to autom tically display a danger signal the beginning of a block occupied'by the train and a caution signal at the beginning of a block last cleared by said train, means to automatically deenergize said speed controlling valve to reduce the speed of the train to caution speed when the train passes a caution signal at a speed higher than caution speed, means to automatically reenergize saie speed controlling valve when said caution speed has been attained after passing a caution signal, means to automatically again deenergize said speed controlling valve substantially midway of the block when the signal at the end of the block is set to danger and the train is proceeding at a speed faster than low speed and to automatically reset said speed controlling valve to release the said. brakes so long the train continues to proceed at low speed, and means to automatically deenergize said stop valve and automatically bring said train to a full stop when the train passes a danger signal.

6. In a train speed controlling apparatus, the combination of an air brake system comprising an electromagnetic speed reducing valve inoperative when energized and operative when deenergized to apply the brakes, and with a track signal system operative to automatically display a danger signal at the beginning of a block occupied by a train, a caution signal at the beginning of the block last cleared by the train and automatic means controlled by the track signal system to momentarily throw resistance into the train circuit when the train passes a caution signal and normally operative to deenergize said speed reducing valve to apply the brakes to reduce the speed to caution speed, and means to again momentarily throw resistance into said train circuit to reduce the speed of the train to danger speed when the train having passed a caution signal is moving in said block at a speed faster than danger speed and the signal of the block next in advance of said train is set to danger.

7. In a train speed controlling apparatus, the combination with an air brake system comprising an electromagnetic speed reducing valve inoperative when energized and operative when deenergized to apply the brakes, a track signal system operative to automatically display a danger signal at the beginning of an occupied block and a caution signal atthe beginning of the block next in the rear, of automatic means controlled by the track signal system to 'deenergize said train controlling valve'and apply the brakes whenever the train passes a first caution signal at a speed faster than caution speed and to reenergize said speed reducing valve to release the brakes when the speed of the train has thus been reduced to caution speed, and means to again deenergize said speed reducing valve to apply the brakes whenever a train passes a second caution signal at a speed greater than danger speed and to reenergize said speed reducing valve and release the brakes when the speed has been so reduced to danger speed.

8. In a train speed controlling apparatus, the combination with an air brake system, a speed responsive and indicating device comprising a pointer adapted to contact consecutively with three contact plates, with one at high speeds, with a second at medium'speeds and with the third at low speeds to close circuits by the contact of said pointer with said contactplate, a set of three signal lights in the cab, comprising a clear, a caution and a danger light, a track signal system operative to throw automatically danger and caution signals, means controlled by said track signal system and by said speed responsive device to reduce the speed of the train from high to medium speed when the train enters a block at the beginning of which a caution signal is displayed and to display the caution light in said cab, means controlled by the track signal system and by said speed responsive device to reduce the speed of the train to low speed substantially midway of a block when the signal at the beginning of the next block in advance is danger and to display the danger light in said cab, and means controlled by said track system and said speed responsive device to display the clear light in said cab when the block next in advance is clear.

9. In a train speed controlling device for a train, the combination of a speed responsive device having an adapted to swing over and make consecutive electrical contact with high, medium and slow speed contact plates insulated from each other at high, medium and slow speeds respectively, an air brake system, electromagnetic stop valve and an electromagnetic speed reducing valve in sa' d air brake system, both inoperative to apply the brakes so long as the electric circuits therethrough are unbroken, a battery, a connection from said battery to said stop valve and thence to earth, a connection on the opposite side of said battery to a rail of the track, a relay, a resistance and a connection from that side of the battery to which said valve is connected through said relay and resistance to earth, whereby when said circuit from. said battery is weakened the armature of said relay falls out of the electromagnetic field of the relay and whereby said electromagnetic stop valve is maintained energized so long as the circuit thereto 'from said battery is unbroken, means to throw resistance into said. battery circuit when the engine passes a caution signal to release the arma-- ture of said relay, and circuits controlled by said relay and by said speed responsive device for deenergizing said speed reducing valve to apply the brakes when the engine passes a caution signal at a speed higher than medium speed and to maintain said circuit through said speed reducing valve closed and said speed reducing valve energized when the engine passes a caution signal at a speed no higher than medium speed, means controlled by said relay and said speed responsive de-' vice to lreak the circuit through said speed reducing valve to deenergize said speed re ducing valve and to apply the brakes again substantially midway of the block when the signal at the end of said block is danger and the speed of the train is higher than low speed ano to close the circuit through said speed control valve to release said brake midway of the block when the engine is moving low speed, and means to break the circuit of said battery through said stop valve when the engine passes a danger signal to deenergize a stop valve and to apply the brakes and bring the train to a full stop.

10. The combination with a train air brake system, a speed indicator, a battery, a relay and a resistance, and a circuit from said battery including said relay and resistance, and a series of cab signals all carried by the train, a track signal system comprising a track divided into blocks insulated from each other and a signal station at the beginning of each block operative to display a danger signal at the beginning oi a block in which a train may be and a caution signal at the beginning of the block next in the rear of said block, means controlled by said signal system to momentarily throw resistance into the said. train battery circuit when the train passes a caution signal and to break said circuit when said circuit passes a danger signal and to momentarily throw a second resistance into said train battery circuit substantially midway the block when the signal at the end of the block is set at danger and means controlled by said relay and said speed indicator to reduce the speed 03. the train to medium speed when the engine passes a caution si nal; to reduce the speed of the train to low speed at substantially the middle ofthe block when the signal at the end of said block is danger and the train is moving faster than at medium speed, and means to break the circuit through said battery to ap ply the brakes and stop the train when the 115 engine passes a danger signal at any speed.

11. The combination with a train air brake system, a speed indicator, a battery, a relay and a resistance, and a circuit from said battery including said relay and resistance, and 120 a series of cab signals all carried by the train,

a track signal system comprising a track divided into blocks insulated from each other and a signal station at the beginning of each block operative to display a danger signal 125 at the beginning or a block in which a train may be and a caution signal at the beginning of the block next in the rear of said block, means controlled by said signal system to momentarily throw resistance into the said 130 train battery circuit when the train passes a caution signal and to break said circuit when said circuit passes a danger signal and to momentarily throw a second resistance into said train battery circuit substantially midway the block when the signal at the end of the block is set at danger and means controlled by said relay and said speed indicator to reduce the speed of the train to medium speed when the engine passes a caution signal; to reduce the speed of the train to low speed at substantially the middle of the block when the signal at the end of said block is danger and the train is moving faster than at medium speed, means to break the circuit through said battery to apply the brakes and stop the train when the engine passes a danger signal at any speed, and means controlled by said relay and speed responsive device to automatically prevent the speed of the train to be increased above the speed to which the train has so automatically been reduced until the train substantially reaches a clear block.

12. The combination with a train air brake system, a speed indicator, a battery, a relay and a resistance, and a circuit from said battery including said relay and resistance, and a series of cab signals all carried by the train, a track signal system comprising a track divided into blocks insulated from each other and a signal station at the beginning of each block operative to display a danger signal at the beginning oi? a block in which a train may be and a caution signal at the beginning of the block next in the rear of said block, means controlled by said signal system to momentarily throw resistance into the said train battery circuit when the train passes a caution signal and to break said circuit when said circuit passes a danger signal and to momentarily throw a second resistance into said train battery circuit substan tially midway the block when the signal at the end of the block is set at danger and means controlled by said relay and said speed indicator to reduce the speed of the train to medium speed when the engine passes a caution signal; to reduce the speed of the train to low speed at substantially the middle of the block when the signal at the end of said block is dangei and the train is moving faster than at low speed, means to break the circuit through said battery to apply the brakes and stop the train when the engine passes a danger signal at any speed, means controlled by said relay and speed responsive device to automatically prevent the speed of the train to be increased above the speed to which the train has so automatically been reduced until the train substantially reaches a clear block, and means operated by said signal system to reset said relay when the train is about to enter a clear block.

13. In a train speed controlling apparatus, the combination with an air brake system comprising a train pipe and with a track signal system operative to automatically display danger signal-at the beginning of a block occupied by a train and a caution signal at the beginning of ablock last cleared by said train, of a speed controlvalve carried by the train, inoperative when energized and operative when deenergized to reduce the pressure in the train pipe to apply the brakes, a battery carried by the train, a. relay carried by the train, an electrical circuit from said battery through said relay, automatic means to momentrily throw resistance into said circuit through said relay to deenergize said relay when the train passes a caution signal to deenergize normally said speed controlling valve, means to hold said speed controlling valve energized when the speed of the train is at caution speed, and means to reset said relay after it has been deenergized the entrance of the train into a block, at a speed higher than caution speed and the speed of the train has been. reduced to caution speed, when the signal at the beginning of the block next in advance of said train becomes clear.

i l. in a speed controlling apparatus, the combination with an air brake system and a speed responsive device and a tracksignal system operative to throw automatically danger and caution signals, of means controlled by said track signal system and by said speed responsive device to reduce the speed of the train from high to medium speed when the train enters a block at the beginning of which a caution signal is displayed, means controlled by said track signal system and said speed responsive device to reduce the speed of the train to low speed substantially midway of a block when the signal at the beginning of the next block in advance is set to danger, and means controlled by said track system and said speed responsive device to automatically stop said train when saidtrain passes a danger signal.

15. In a train speed controlling apparatus, the combination of an air brake system comprising train pipe and with a track signal operative to automatically display a danger signal at the beginning of a block occupied by a train and a caution signal at the beginning of the block last cleared by said train, of a speed controlling valve and a train soopping valve carried by the train, in-' operative when deenergized to reduce the pressure in said train pipe to apply the brakes, a battery carried by the train, a relay carried by the train and normally opertive when energized to hold said speed controlling valve energized and when weakened operative to deenergize said speed controlling valve, electrical circuits from said battery through said train stopping valve and through said relay. automatic means to momentarily throw resistance into said circuit of said battery carried by the train when the train passes a caution signal to deenergize said relay and to subsequently momentarily throw a second resistance into said circuit substantially midway of said block when the signal at the end of said block is set to danger to deenergize said speed controlling Valve when the train is moving faster than danger speed, means to automatically break said circuit of said train battery and said train stopping valve when the train passes a danger signal, and means to hold said speed controlling valve energized when said train passes said first caution signal at a speed not higher than caution speed and said second caution signal at a speed not higher than danger speed.

In witness whereof, I have hereunto set my hand this 28th day of March, 1924:.

FRANK G. WILLIAMS. 

